JP2018102129A - Linear motor control device and linear motor control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a linear motor control device capable of stopping a truck moving at high speed at a stop position with high accuracy.SOLUTION: A linear motor control device includes: a plurality of coil units, a plurality of position detection means for detecting positions of a plurality of trucks moving over the plurality of coil units; a plurality of deviation calculation means for calculating deviation information which is difference between a detected position of the truck and a target position of the detected truck; position control means for calculating a current control signal on the basis of the deviation information; a plurality of current control means for supplying diving current to the coil unit on the basis of the current control signal; and switching means for switching the position control means to which the deviation information is transmitted, or switching the current control means to which the current control signal is transmitted.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a linear motor, and more particularly to a linear motor control device and a linear motor control system for a moving magnet type linear motor.

  A moving magnet type linear motor has a configuration in which a magnet is arranged on a carriage, which is a mover, and a coil is arranged on a stator, and is suitable for transporting a long stroke as compared with a moving coil type linear motor in which an electric wire is connected to the carriage. . When such a moving magnet type linear motor requires a longer driving stroke than the size of the mover, a plurality of coils corresponding to the stroke length are required. A moving magnet type linear motor generally has a configuration in which a plurality of coils are arranged and connected to a current controller so that current control by three phases is possible (see Patent Document 1). In such a configuration, although it is possible to generate thrust if all three-phase coils are all connected in series to the same current controller, control is individually performed for a plurality of carts on the same conveyance path. It becomes difficult to do.

Therefore, a coil unit composed of a plurality of coils is configured, and a linear motor module including a motor controller that controls the position of one cart so as to correspond to one coil unit is configured. Individual control is performed.
It is generally known that a plurality of linear motor modules are continuously arranged to carry a long stroke and control a plurality of carriages on the same track.

Japanese Patent No. 2831166

  The FA (Factory Automation) transfer device is a transfer device in which a plurality of carriages are arranged at high density, the carriages are moved at a high speed, the carriage is stopped with high accuracy, and there are few restrictions on the stop position of the carriage. It is requested.

  However, in a configuration in which linear motor modules are simply arranged, when one carriage stops at the boundary position between adjacent linear motor modules, the carriage stops at the boundary position between adjacent coil units. In this case, since the cart is simultaneously controlled by two motor controllers that respectively control adjacent coil units, it is difficult to stop the cart with high accuracy.

  When one cart controller is controlled using either one of the adjacent linear motor modules, the cart can be stopped by driving one coil unit, but the thrust applied to the cart is halved. End up. In addition, in order to obtain the same thrust as when both of the adjacent coil units are driven by the carriage, it is necessary to pass a driving current twice in one coil unit, which is desirable because the electric circuit becomes expensive. is not.

  In the above Patent Document 1, a thrust command that is current control information is generated by one position detector and one motor controller, and a plurality of continuous coil units are driven by transmitting the same thrust command to a plurality of current controllers. And one trolley is controlled. However, with such a configuration, the carriage can be stopped at the boundary position of the coil unit while maintaining the thrust applied to one carriage, but a plurality of carriages cannot be controlled.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a linear motor control device capable of controlling a plurality of carriages moving at high speed with high accuracy. There is.

  In order to achieve the above object, according to the linear motor control device according to the aspect of the present invention, the positions of the plurality of coil units arranged continuously and the plurality of carriages moving across the plurality of coil units are determined. A plurality of position detecting means for detecting, a plurality of deviation calculating means for calculating deviation information which is a difference between the detected position of the carriage and the target position, and a plurality of position controls for calculating a current control signal based on the deviation information. Switching means, a plurality of current control means for supplying a drive current to the plurality of coil units based on the current control signal, and the position control means for transmitting the deviation information, or the current control signal is transmitted. Switching means for switching the current control means.

  According to the present invention, the position control unit to which the deviation information is transmitted or the current control unit to which the current control signal is transmitted is switched, and the switched current control unit supplies the drive current to the corresponding coil unit. Accordingly, one or a plurality of input destinations of each deviation information or each current control signal are selected and switched, and when a plurality of input destinations are selected, substantially equal drive currents are supplied to the plurality of coil units, respectively. Accordingly, the attractive force or repulsive force acting on the carriage from each coil unit becomes substantially equal, and the operation of the carriage is stabilized even near the boundary of the coil units, so that a plurality of carriages moving at high speed can be controlled with high accuracy.

1 is a schematic configuration diagram of a linear motor control system according to a first embodiment of the present invention. It is a schematic block diagram of the linear motor module which concerns on 1st Example of this invention. It is operation | movement explanatory drawing of the linear motor module which concerns on 1st Example of this invention, (a) is a partial top view of the moving magnet type | mold linear motor shown in FIG. 2, (b) is a coil unit of (a). (C) is a side view of the coil unit shown in (b). (A) is a figure which shows the control area | region of a coil unit, (b) is a graph which shows the target position of the trolley | bogie in the position shown to (a), (c) is a graph which shows the target position of the trolley | bogie in the position shown to (a). (D) is a graph which shows the target position of the trolley | bogie in the position shown to (a). (A) is the control state which shows the movement of a trolley, (b) is the control state which shows the stop of a trolley, (c) is the control state of the newly approaching trolley, (d) is the control state which shows the stop of a trolley. . It is a flowchart which shows control of the trolley | bogie which concerns on 1st Example of this invention. It is a flowchart which shows the allocation process of the trolley | bogie shown in FIG. It is a schematic block diagram of the linear motor module which concerns on 2nd Example of this invention. FIG. 9 is a detailed view of a position controller and a current controller in the linear motor module shown in FIG. 8. (A) is the control state which shows the movement of a trolley, (b) is the control state which shows the stop of a trolley, (c) is the control state of the newly approaching trolley, (d) is the control state which shows the stop of a trolley. . It is a flowchart which shows control of the trolley | bogie which concerns on 2nd Example of this invention. It is a flowchart which shows the allocation process of the trolley | bogie shown in FIG. (A) is the top view of a linear motor, (b) is the side view seen from the XIII-XIII line of (a). It is a schematic block diagram of the manufacturing system which concerns on 3rd Example of this invention.

[First embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a linear motor control system 1 according to a first embodiment of the present invention. As shown in FIG. 1, the linear motor control system 1 includes linear motor modules 10a to 10N as linear motor control devices and an operation controller 20 as operation control means. The linear motor control system 1 is a moving magnet type linear motor. In the present embodiment, the linear motor control system 1 includes, as an example, N (N is an integer of 2 or more) linear motor modules 10a to 10N.

  The linear motor modules 10a to 10N are arranged side by side and constitute one conveyance path. The carriage that moves through the linear motor control system 1 is controlled by the linear motor modules 10a to 10N, and moves or stops on the conveyance path.

  The operation controller 20 controls the linear motor modules 10a to 10N. Specifically, the operation controller 20 transmits a drive profile as a drive command indicating the target position of the carriage with respect to time to all the carriages existing in the linear motor control system 1 to the linear motor modules 10a to 10N. The operation controller 20 transmits a start signal as a group transport command to the linear motor modules 10a to 10N so as to move the carriages existing in the linear motor control system 1 all at once. Further, when the operation of the linear motor modules 10a to 10N becomes abnormal, the operation controller 20 receives an error signal from the linear motor modules 10a to 10N, and controls such as stopping all the linear motor modules 10a to 10N, for example. I do.

  FIG. 2 is a schematic configuration diagram of the linear motor module 10a according to the first embodiment of the invention. 3A is a top view of a part of the moving magnet type linear motor shown in FIG. 2, FIG. 3B is a top view showing the coil unit of FIG. 3A, and FIG. 3C is FIG. It is a side view of the coil unit shown to (b). The linear motor modules 10b to 10N have the same configuration as the linear motor module 10a shown in FIG. 2 and 3 (a) to 3 (c), the X axis is the traveling direction in which the carriages 111 and 112 move, the Y axis is the horizontal direction toward the scale 205 when viewed from the carriage 111, and the Z axis is the coil. It is defined as the vertical direction with the carriages 111 and 112 on the upper side when viewed from the units 101 to 104.

  The linear motor module 10a includes a plurality of coil units 101 to 104. By arranging a plurality of coil units 101 to 104 in succession, a conveyance path for the carriages 111 and 112 is formed. Specifically, as shown in FIG. 3 (a), by arranging two rails 201, 201 on a device base (not shown) so as to be parallel to each other, a conveyance path for the carriages 111, 112 is formed. The By arranging a plurality of coil units 101 to 104 continuously between the two rails 201, a long stroke linear motor conveyance path is formed.

  The trolleys 111 and 112 are trolleys having the same specifications, and include magnets 114 to 116 serving as movers, a scale 205, and a moving block (not shown). The moving block and the rail 201 are members constituting a linear guide, and the linear guide moves along the rail 201 through a plurality of balls provided in the moving block (not shown). The carriages 111 and 112 having such moving blocks move along a track formed by the two rails 201 and 201 by the linear guide. In addition, this embodiment is an example and the monorail structure in which the rail 201 is formed by one may be sufficient.

  In the present embodiment, the coil units 101 to 104 have a plurality of coils 105 arranged so as to enable a three-phase drive including a plurality of phases, that is, a U phase, a V phase, and a W phase. As shown in FIG. 2, FIG. 3 (b), and FIG. 3 (c), the coil unit 101 includes six coils each having two U-phase, V-phase, and W-phase coils 105 connected in series. 105. The coil units 102 to 104 have the same configuration.

  The coil unit 101 is configured by combining a plurality of coils 105 and a core formed of an electromagnetic steel plate, but may be configured without using a core. The length of one coil unit 101 may be, for example, 100 mm, but is not limited thereto. Further, the number of coil units 101 connected in series is not limited, and the coil unit 101 may be configured by three coils forming three phases of U phase, V phase, and W phase.

  The continuously arranged coil units 101 to 104 shown in FIG. 2 are electrically connected to current controllers 121 to 124 as current control means by electric lines such as power wires. The current controllers 121 to 124 supply the corresponding coil units 101 to 104 with a U-phase current Iu to the coil 105u, a V-phase current Iv to the coil 105v, and a W-phase current Iw to the coil 105w, respectively. Thereby, the coils 105u, 105v, and 105w are respectively excited by energization, and the coil units 101 to 104 can control the carriages 111 and 112, respectively.

  The current controllers 121 to 124 are connected to a current information selector 125 as switching means, and the current controller selected by the current information selector 125 supplies a drive current to the corresponding coil unit. The current information selector 125 is connected to the motor controllers 130, 140, and 150. Based on the current control information exchange signal transmitted from the motor controllers 130, 140, 150, the current information selector 125 is one of the current controllers 121 to 124 as an input destination of the current control information output from the motor controller, or Select multiple to switch. The current control information exchange signal is a signal for the current information selector 125 to select one or a plurality of current control means for supplying a current to a coil unit for controlling the cart to be controlled. The motor controller 130 will be described below, but the motor controllers 130, 140, and 150 have the same configuration.

  The motor controller 130 includes a position command unit 131 that controls the operation of the carriage, a control deviation calculator 132 as a deviation calculating unit, and a position controller 133 as a position control unit. The position command unit 131 outputs position command information, which is the target position of the cart to be controlled, to the control deviation calculator 132. The position command unit 131 outputs the position command information of the carriage to the control deviation calculator 132 based on the drive profile transmitted by the operation controller 20. The control deviation calculator 132 calculates and obtains a difference between the position command information output from the position commander 131 and the position of the carriage output from any one of the plurality of optical encoders 161 to 164. The difference is output as control deviation information.

  The position controller 133 performs PID (Proportional Integral Derivative Controller) control based on the control deviation information calculated by the control deviation calculator 132, and outputs current control information as a current control signal. Note that the current control information exchange signal output from the motor controller 130 may be generated by the position controller 133.

  The motor controller 140 includes a position command device 141, a control deviation calculator 142, and a position controller 143. The motor controller 150 includes a position command device 151, a control deviation calculator 152, and a position controller 153. The position commanders 141 and 151 have the same function as the position commander 131, the control deviation calculators 142 and 152 have the same function as the control deviation calculator 132, and the position controllers 143 and 153 are the same as the position controller 133. Has the same function. In this embodiment, the linear motor module 10a includes the three motor controllers 130, 140, and 150. However, the motor controller may be a number corresponding to the number of trucks to be controlled, and the number is the same. Not limited. The driving profile transmitted from the operation controller 20 to each motor controller 130, 140, 150 may be stored in a memory (not shown) accessible by each position commander 131, 141, 151.

  When the optical encoders 161 to 164 detect the position of the scale 205, the positions of the carriages 111 and 112 can be specified. In the present embodiment, the relationship between the position where the plurality of optical encoders 161 to 164 are arranged and the length of the scale 205 can be detected regardless of where the carriages 111 and 112 are located on the linear motor conveyance path. It is a serious relationship.

  The optical encoders 161 to 164 preferably have a resolution of several μm per count. In this embodiment, the detection range of the optical encoder 161 corresponds to the control area of the coil unit 101. Similarly, it arrange | positions so that the detection range of the optical encoders 162-164 may each respond | correspond to the control area | region of the coil units 102-104.

  The arrangement of the optical encoders 161 to 164 is not limited to this, and the number of arrangement is not limited. In the present embodiment, the optical encoders 161 to 164 are described. However, the present invention is not limited to the optical encoder, and may be any position as long as the position of the carriage can be detected. For example, a magnetic encoder may be used. . Further, for example, a plurality of encoders may be arranged at regular intervals with respect to the control region of one coil unit 101, and the position may be detected by continuously switching the encoders according to the position of the carriage. In this embodiment, absolute encoders are used as the optical encoders 161 to 164. However, the optical encoders 161 to 164 are not limited to the absolute type, and may be an incremental type.

  The position information selector 165 is connected to the optical encoders 161 to 164, respectively. The symbols a, b, and c of the position information selector 165 shown in FIG. 2 indicate that they are connected to the corresponding symbols a, b, and c, respectively. That is, the position information selector 165 is connected to the control deviation calculators 132, 142, 152 provided in the motor controllers 130, 140, 150, respectively.

  The controller controller 170 as an assigning unit is connected to the position information selector 165 and is connected to the motor controllers 130, 140, and 150 (not shown). The controller controller 170 assigns the carriage detected by the optical encoders 161 to 164 to one of the motor controllers 130, 140, and 150, and transmits a position information selection signal that is information assigned to the position information selector 165. The position information selector 165 can combine any one of the motor controllers 130, 140, and 150 with any one of the optical encoders 161 to 164 by a position information selection signal transmitted from the controller controller 170.

  The controller controller 170 displays control state information indicating whether each motor controller 130, 140, 150 is controlling the carts 111, 112 or is in a dormant state where the carts 111, 112 are not being controlled. 140 and 150. The controller controller 170 stores the control state information in a memory or the like (not shown) so that the position of the carriage detected by the optical encoder can be transmitted to the motor controller in the resting state.

  Below, control of the trolley | bogie using a linear motor module is demonstrated. 4A is a diagram showing a control region of the coil units 101 to 104, FIG. 4B is a target position of the carriage 111 at positions P1 and P2, and FIG. 4C is a target of the carriage 111 at positions P2 to P3. The position, FIG. 4D, is the target position of the carriage 111 at the positions P3 to P4. FIG. 5 (a) is a control state when the carriages 111 and 112 are moved, FIG. 5 (b) is a control state when the carriages 111 and 112 are stopped, and FIG. 5 (c) is a figure of the carriages 111 and 112 and the newly entering carriage 113. FIG. 5D shows the control state when the carriages 111 and 113 are stopped. FIG. 6 is a flowchart showing the control of the carriages 111 to 113 in FIGS. 5 (a) to 5 (d). FIG. 7 is a flowchart showing a process in which the controller controller 170 assigns the positions detected by the optical encoder to the motor controllers 130, 140, and 150. 5A to 5D show the control of the carriages 111 to 113 arranged in time series. 4A and 5A to 5D, the linear motor module 10b is described. The linear motor module 10b is located adjacent to the linear motor modules 10a and 10c. It shall be. Moreover, although the flowchart shown in FIG. 6, FIG. 7 demonstrates the control of the linear motor module 10b as an example, it shall be controlled similarly also in the linear motor modules 10a-10N.

  As shown in FIG. 4A, the range in which the coil unit 101 can control the carriage 111 corresponds to the control area 401, and the coil 101 is in a driving state when the carriage 111 is in the control area 401. Indicates. Similarly, the range in which the coil unit 102 can control the carriage 111 corresponds to the control region 402. The range in which the coil unit 103 can control the carriage 111 corresponds to the control area 403, and the range in which the coil unit 104 can control the carriage 111 corresponds to the control area 404.

  The position detection area 411 indicates an area where the optical encoder 161 can detect the position of the carriage. Similarly, an area where the optical encoder 162 can detect the position of the carriage is a position detection area 412, an area where the optical encoder 163 can detect the position of the carriage is a position detection area 413, and the optical encoder 164 shows the position of the carriage. A detectable area is a position detection area 414. Note that the position detection areas 412 to 414 indicate that the area where the broken line portion and the blacked portion are combined is an area where the position of the carriage can be detected.

  In the optical encoders 161 to 164, the position detection areas of adjacent encoders overlap each other. Therefore, the portions indicated by broken lines in the position detection areas 412 to 414 are areas that do not contribute to the position of the carriage 111. Then, for example, the controller controller 170 or the like connects the four position detection areas 411 to 414 as data so that the position detected by one encoder is obtained. Thereby, when it detects as a position of the bogie 111 in the boundary vicinity of a coil unit, for example, the boundary vicinity of the coil units 101 and 102, the position of the bogie 111 in the coil units 101-104 whole is acquirable. The process of connecting the position detection areas 411 to 414 as data is not limited to the controller controller 170 but may be performed by the position information selector 165 or the control deviation calculators 132, 142, and 152, respectively.

  The position P1 is a position corresponding to the end of the linear motor control device 10b, that is, the end of the coil unit 101 on the side where the carriage enters from the adjacent linear motor module 10a. The position P2 corresponds to the boundary position between the coil units 102 and 103 and is a stop target position of the carriage. The position P3 corresponds to the boundary position between the coil units 103 and 104 and is a stop target position of the carriage. The position P4 is a position corresponding to the end of the linear motor module 10b, that is, the end of the coil unit 104 on the side where the carriage advances to the adjacent linear motor module 10c.

The graphs shown in FIGS. 4B to 4D are the target positions of the positions P1 to P4 corresponding to time, and the position commanders 131, 141, 151 are used as position command information of the carriage, respectively. The operation controller 20 transmits all the position command information shown in FIGS. 4B to 4D to the motor controllers 130, 140, and 150. Each motor controller 130, 140, 150 may store the target position received from the operation controller 20 in, for example, a memory (not shown) or the like so that the position commanders 131, 141, 151 can use it as position command information. . Incidentally, FIG. 4 (c), the time _{t 0} shown in (d) indicates the time at which each truck starts to move from the position P2, P3.

  Hereinafter, the control of the carriage will be described based on the flowcharts of FIGS. 6 and 7 with reference to FIGS. 5 (a) to 5 (d). It is assumed that transmission of the target position from the operation controller 20 to each motor controller 130, 140, 150 has already been performed. Moreover, in Fig.5 (a)-FIG.5 (d), the stop position space | interval of each trolley | bogie is several hundred mm, for example, 200 mm. Moreover, the flowchart shown in FIG. 6 has shown control performed after the operation controller 20 starts the operation | movement of a trolley simultaneously.

  In FIG. 5A, the controller controller 170 has already assigned the controller unit 130 to the carriage 111 and the controller unit 140 to the carriage 112 based on the flowchart of FIG. It is assumed that the motor controller 150 is in a pause state and transmits a signal indicating that the cart is not controlled to the current information selector 125 and the controller controller 170. Further, it is assumed that the optical encoders 162 and 164 transmit information indicating that there is no carriage, that is, that there is no carriage for detecting the position, to the position information selector 165. Since the motor controllers 130 and 140 perform the same processing, the motor controller 130 will be described in step S604 and subsequent steps in FIG.

  The optical encoders 161 and 163 detect the positions of the carriages 111 and 112, respectively (step S601). In FIG. 5A, since the carriage 111 is located in the control area of the coil unit 101, the optical encoder 161 detects the position of the carriage 111. Further, since the carriage 112 is located in the control area of the coil unit 103, the optical encoder 163 detects the position of the carriage 112. The positions of the carriages 111 and 112 detected by the optical encoders 161 and 163 are input to the controller controller 170 via the position information selector 165.

  Next, the controller controller 170 determines whether or not a new carriage to which a motor controller is not assigned has entered among the carriages 111 and 112 detected by the optical encoders 161 and 163 (step S602). In FIG. 5 (a), since there is no newly entered bogie (step S602: No), the controller controller 170 does not assign a motor controller. In step S602, the controller controller 170 may determine whether or not the vehicle is a new cart based on the presence / absence of a motor controller assigned to the cart detected by the optical encoder, for example.

  In FIG. 5A, the carriage 111 is controlled by components shown in black. That is, the optical encoder 161 detects the position information of the carriage 111, and the position information selector 165 transmits the position information of the carriage 111 to the control deviation calculator 132 of the motor controller 130. Similarly, the optical encoder 163 indicated by the black frame line in FIG. 5A detects the position of the carriage 112, and the position information selector 165 transmits the position of the carriage 112 to the control deviation calculator 142 of the motor controller 140. On the other hand, the motor controller 150 indicated by a dotted line in FIG. 5A does not control the carriage, and the current controllers 122 and 124, the coil units 102 and 104, and the optical encoders 162 and 164 control the carriages 111 and 112. Does not contribute.

  The motor controller 130 calculates the difference between the target position of the carriage 111 and the current position detected by the optical encoder 161, and calculates control deviation information (step S604). Specifically, the control deviation calculator 132 calculates a deviation that is a difference between the target position of the carriage 111 output from the position commander 131 and the current position of the carriage 111 detected by the optical encoder 161.

  Based on the control deviation information calculated by the control deviation calculator 132, the position controller 133 calculates current control information including the magnitude and direction of the current for controlling the current controller (step S605). In step S605, the position controller 133 selects a current controller for selecting one or more current controllers necessary for driving the coil unit according to the position of the carriage 111 among the current controllers 121 to 124. An information exchange signal is generated. This current control information exchange signal may be generated based on any of the position of the carriage 111, the target position, the calculated control deviation information, and the like. In the case of FIG. 5A, the carriage 111 assigned to the motor controller 130 is located in the control area 401 of the coil unit 101. Accordingly, the position controller 133 generates a current control information exchange signal that allows the current information selector 125 to select the current controller 121 that supplies current to the coil unit 101.

  The motor controller 130 transmits the current control information calculated in step S605 and the generated current control information exchange signal to the current information selector 125 (step S606). The current information selector 125 selects the current controller 121 that transmits the current control information based on the current control information exchange signal received from the motor controller 130, and transmits the current control information to the current controller 121 (step S607).

  The current controller 121 supplies a drive current to the coil unit 101 according to the current control information received from the motor controller 130 (step S608). Thrust according to the supplied drive current is generated in the carriage 111, and the carriage 111 moves by the generated thrust. That is, in the coil unit 101 supplied with current, a magnetic force repelling the magnetic force of the magnets 114 to 116 of the carriage 111 is generated from the coils 105u, 105v, and 105w of each phase, and the carriage 111 moves by the generated thrust.

  Next, the control of FIG. 5B will be described. In FIG. 5B, the carriage 111 is located near the boundary between the coil units 101 and 102, and the carriage 112 is located near the boundary between the coil units 103 and 104. In FIG. 5B, the position P2 indicates the stop position of the carriage 111, and the position P3 indicates the stop position of the carriage 112. The carriage 111 stops so that the center of the magnet 115 of the carriage 111 is at the position P2. In FIG. 5B, the process is the same as steps S601 to S603 in FIG. 6 described in FIG. In FIG. 5B, the control of the carriage 111 performed by the motor controller 130 and the control of the carriage 112 performed by the motor controller 140 are common. Therefore, the control of the carriage 111 performed by the motor controller 130 will be described below.

  The motor controller 130 calculates control deviation information that is the difference between the target position of the carriage 111 and the current position of the carriage 111 detected by the optical encoder 161 (step S604). In the motor controller 130, the positional relationship between the position of the carriage 111 and the coil unit 101 from the position of the carriage 111 input to the control deviation calculator 132 has become a position P2 that is a stop position set in advance in the motor controller. Can be detected.

  Based on the control deviation information calculated by the control deviation calculator 132, the position controller 133 calculates current control information and generates a current control information exchange signal (step S605). The current control information exchange signal generated in step S605 is a signal that allows the current information selector 125 to select the current controllers 121 and 122 necessary for stopping the carriage 111 at the position P2. The current control information obtained in step S605 is one current control information regardless of the number of selected current controllers. The motor controller 130 transmits the obtained current control information and the generated current control information exchange signal to the current information selector 125 (step S606).

  The current information selector 125 selects and switches between the current controllers 121 and 122 from the current controller 121 based on the current control information exchange signal received from the motor controller 130, and transmits the current control information (step S607). ). The current controllers 121 and 122 supply drive current to the coil units 101 and 102 based on the received current control information (step S608). In the coil units 101 and 102 to which the current is supplied, a magnetic force that attracts the magnetic forces of the magnets 114 to 116 is generated from the coils 105u, 105v, and 105w of each phase.

  In FIG. 5B, two current controllers 121 and 122 are driven by one current control information transmitted from the motor controller 130, and one carriage 111 stops at the stop position P2. As a result, the carriage 111 can be stopped with high accuracy in a short time. For example, the carriage 111 is moved from the target stop position P2 to an accuracy of several μm within several tens of milliseconds after the carriage 111 reaches the stop target position P2. Can be stopped.

  After the trolleys 111 and 112 shown in FIG. 5B are stopped, the operation controller 20 transmits a start signal instructing all the motor controllers to start the movement of the trolleys at the same time. The controller receives the start signal. Thereby, the carriages 111 and 112 shown in FIG. 5B start moving to the next stop target position.

  Next, FIG. 5C will be described. FIG. 5C is different from FIG. 5A in that a new carriage 113 enters, and that the carriage 111 moves across the coil units 102 and 103, and other controls are common. doing. Therefore, description of common parts is omitted.

  In FIG. 5C, the carriage 111 moves to the control areas 402 and 403 driven by the two coil units 102 and 103, but the motor controller 130 continues to control the carriage 111. Similarly, the motor controller 140 continues to control the carriage 112. Hereinafter, control of the carriage 111 that moves across the coil units 102 and 103 will be described.

  Since the carriage 111 has entered the control area 402 of the coil unit 102, the optical encoder 162 detects the position of the carriage 111 (step S601). The controller controller 170 determines whether the carriage 111 detected by the optical encoder 162 is a newly entered carriage (step S602). Since the carriage 111 is not a newly entered carriage (Step S602: No), the process proceeds to Step S604.

  The motor controller 130 calculates control deviation information that is the difference between the target position of the carriage 111 and the position of the carriage 111 detected by the optical encoder 162 (step S604). The motor controller 130 can detect from the position of the carriage 111 input to the control deviation calculator 132 that the position of the carriage 111 has reached a position across the coil units 102 and 103.

  The position controller 133 calculates current control information so that the carriage 111 can move across the coil units 102 and 103, and current control information that allows the current information selector 125 to select the current controllers 122 and 123. An exchange signal is generated (step S605). As described above, the current control information obtained in step S605 is one current control information regardless of the number of selected current controllers. The motor controller 130 transmits the calculated current control information and the generated current control information exchange signal to the current information selector 125 (step S606).

  The current information selector 125 switches from the current controllers 121 and 122 to the current controllers 122 and 123 based on the current control information exchange signal received from the motor controller 130, and transmits the current control information to the current controllers 122 and 123. (Step S607). The current controllers 122 and 123 supply drive currents to the coil units 102 and 103, respectively, based on the current control information received from the current information selector 125 (step S608). In the coil units 102 and 103 to which the drive current is supplied, a magnetic force repelling the magnetic force of the magnets 114 to 116 of the carriage 111 is generated from the coils 105u, 105v, and 105w of each phase, and the carriage 111 is moved by the generated thrust.

  Next, the control of the carriage 113 entering from the adjacent linear motor control device 10a will be described. The position of the carriage 113 that has newly entered the control area 401 that can be controlled by the coil 101 is detected by the optical encoder 161 (step S601). The controller controller 170 determines whether or not the carriage 113 detected by the optical encoder 161 is a new carriage (step S602). The controller controller 170 determines that the carriage 113 is a new carriage that has entered the linear motor module 10b (step S602: Yes), and assigns the motor controller 150 in a suspended state to the carriage 113 (step S603). This will be described in detail with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 7 is a process performed by the controller controller 170, and starts when the controller controller 170 determines that the optical encoder 161 has detected the position information of the new carriage.

  The controller controller 170 determines whether the motor controller 130 is controlling the carriage or is in a resting state (step S701). When the motor controller 130 is in a rest state (step S701: Yes), the controller controller 170 assigns the carriage 113 detected by the optical encoder 161 to the motor controller 130 (step S702). Then, the controller controller 170 transmits the assigned information to the position information selector 165 as an assignment signal.

  When the motor controller 130 is controlling the carriage (step S701: No), the controller controller 170 determines whether the motor controller 140 is controlling the carriage or is in a pause state (step S703). When the motor controller 140 is in a resting state (step S703: Yes), the controller controller 170 assigns the carriage 113 detected by the optical encoder 161 to the motor controller 140 (step S704). Then, the controller controller 170 transmits the assigned information to the position information selector 165 as an assignment signal.

  When the motor controller 140 is controlling the carriage (step S703: No), the controller controller 170 determines whether the motor controller 150 is controlling the carriage or is in a pause state (step S705). When the motor controller 150 is in a pause state (step S705: Yes), the controller controller 170 assigns the carriage 113 detected by the optical encoder 161 to the motor controller 150 (step S706). Then, the controller controller 170 transmits the assigned information to the position information selector 165 as an allocation signal.

  On the other hand, when the motor controller 150 is controlling the carriage (step S705: No), there is no motor controller to which the carriage 113 detected by the optical encoder 161 can be assigned. Therefore, the controller controller 170 transmits error information to the operation controller 20 (step S707). The operation controller 20 that has received the error information from the controller controller 170 may stop the cart control of all the linear motor modules 10a to 10N, for example. In FIG. 5C, the motor controller 150 is assigned to the position information of the carriage 111.

  The motor controller 150 acquires the position information of the carriage 113 detected by the optical encoder 161 via the position information selector 165. The position command device 151 outputs position command information corresponding to the target position shown in FIG. 4B to the control deviation calculator 152. The control deviation calculator 152 calculates control deviation information that is a difference between the target position input from the position command unit 151 and the position information of the carriage 113 detected by the optical encoder 161 (step S604).

  The position controller 153 calculates current control information including the magnitude and direction of current based on the control deviation information, and generates a current control information exchange signal for selecting a current controller (step S605). In FIG. 5C, since the carriage 113 is located in the control area 401 of the coil unit 101, the position controller 153 is a current control information exchange signal that allows the current information selector 125 to select the current controller 121. Is generated. Then, the motor controller 150 transmits current control information and a current control information exchange signal to the current information selector 125 (step S606).

  The current information selector 125 selects the current controller 121 based on the current control information exchange signal received from the motor controller 150, and transmits the current control information to the current controller 121 (step S607). The current controller 121 supplies a drive current to the coil unit 101 based on the current control information received via the current information selector 125 (step S608). In the coil unit 101 to which current is supplied, a magnetic force repelling the magnetic force of the magnets 114 to 116 of the carriage 113 is generated from the coils 105u, 105v, and 105w of each phase, and the carriage 113 is moved by the generated thrust.

  In this way, the carriage 113 is controlled by the motor controller 150, the current controller 121, the coil unit 101, the current information selector 125, and the position information selector 165 indicated by double lines in FIG.

  The carriage 112 shown in FIG. 5C moves to the linear motor module 10c adjacent to the linear motor module 10b. The motor controller 140 that has controlled the carriage 112 transmits control state information indicating that it is in a resting state to the controller controller 170.

  After the control state shown in FIG. 5C, the state shifts to the control state shown in FIG. In FIG. 5 (d), the carriages 111 and 113 are controlled based on the flowchart of FIG. 6 as in FIGS. 5 (a) to 5 (c). Positions P2 and P3 shown in FIG. 5D are stop positions of the carriages 111 and 113 as in FIG. 5B. In FIG. 5 (d), the carriage 111 moves to the control areas 403 and 404 driven by the coil units 103 and 104, but the motor controller 130 continues to control the carriage 111. Similarly, the motor controller 150 continues to control the carriage 113. The motor controller 140 indicated by a dotted line is in a rest state as the carriage 112 moves, and the optical encoders 162 and 164 do not contribute to the control of the carriage.

  The control performed by the motor controllers 130 and 150 is the same as the processing described in FIG. 5B except for the optical encoder that detects the position of the carriage, the current controller that supplies current, and the coil unit. Therefore, the description of the control in FIG. In FIG. 5 (d), by performing the same control as in FIG. 5 (b), the carriage 111 can be stopped in a short time after reaching the stop target position P3. Similarly, the carriage 113 can be stopped in a short time after reaching the stop target position P1.

  Thereafter, when all the motor controllers existing in the linear motor control system 1 receive the start signal transmitted from the operation controller 20, the carriages 111 and 113 shown in FIG. Start moving to the target position. When a new cart (not shown) enters the control range of the linear motor module 10b, the motor controller 140 in a dormant state is assigned, and the motor controller 140 controls the new cart. The control of the carriage after FIG. 5D is repeatedly performed according to the control described above.

  As described above, in this embodiment, the current information selector 125 switches the current controller to which the current control information is input. Therefore, one current controller serving as the input destination of each current control information is provided for a plurality of current control information. Alternatively, multiple selections can be made and switched. When a plurality of current controllers are selected by the current information selector 125, each current controller supplies a drive current to the corresponding coil unit based on one current control information. Thereby, one or a plurality of coil units can be driven according to the position of the carriage, and even when the carriage is located near the boundary of the coil units, a substantially equal drive current can be supplied to each coil unit. Accordingly, the magnetic forces generated from the plurality of coil units are substantially equal, and the repulsive force or the attractive force acting on the carriage from each coil unit is also substantially equal, so that the operation of the carriage is stabilized. Can be controlled.

  Further, since the carriage can be stopped with high accuracy even near the boundary of the coil unit, it is possible to reduce the restriction on the stop position of the carriage in the linear motor module. And since the same motor controller controls a trolley | bogie until the trolley | bogie which approached one linear motor module is discharged | emitted, it is not necessary to switch a motor controller, and a trolley | bogie can be controlled at high speed. Therefore, it is possible to control the movement and stop of all the carriages existing in the linear motor module. In this embodiment, it is possible to repeat a series of controls for moving and stopping all the carriages at several tens of kHz, for example, 10 kHz.

[Second Embodiment]
Hereinafter, a linear motor control system according to a second embodiment of the present invention will be described. The second embodiment is different from the first embodiment in that the linear motor module is abandoned as a motor controller and is provided with a control deviation information selector instead of a current information selector. . Therefore, common parts are denoted by the same reference numerals and description thereof is omitted.

  FIG. 8 is a schematic configuration diagram of a linear motor module 100a according to the second embodiment of the present invention. As shown in FIG. 8, the control deviation calculators 181 to 183 are connected to a control deviation information selector 184 as switching means, and the control deviation information selector 184 is connected to position controllers 191 to 194. The position controllers 191 to 194 are connected to the current controllers 121 to 124, respectively.

  The control deviation calculators 181 to 183 calculate control deviation information which is a difference between the target position of the carriage input from the position commanders 131, 141 and 151 and the current position of the carriage transmitted from the optical encoders 161 to 164. To do. The control deviation calculators 181 to 183 generate control deviation information exchange signals for selecting one or more of the position controllers 191 to 194 that drive the coil units necessary for controlling the cart to be controlled. And transmitted to the control deviation information selector 184.

  Based on the control deviation information exchange signals input from the control deviation calculators 181 to 183, the control deviation information selector 184 serves as an input destination of the control deviation information output from the control deviation calculators 181 to 183, and the position controllers 191 to 194. One or more of them are selected and switched. The control deviation information selector 184 transmits control deviation information to the position controller combined with any of the control deviation calculators 181 to 183. The position controller that has received the control deviation information from the control deviation information selector 184 calculates current control information necessary for controlling the carriage based on the control deviation information, and transmits it to the corresponding current controller. The drive profile transmitted by the operation controller 20 may be stored in a memory (not shown) accessible by the position commanders 131, 141, 151.

  FIG. 9 is a detailed view of the position control unit and the current control unit in the linear motor module 100a of the present embodiment. The cart control in the present embodiment will be described in detail with reference to FIG. Note that the symbol d in FIG. 9 indicates that the corresponding symbol d is connected. The carriage 111 operates based on a position control command transmitted from the position commander 131. In FIG. 9, the position command device 141 is in a resting state in which the cart control is not performed.

  The position of the carriage 111 is detected by the optical encoders 161 and 162, and the optical encoders 161 and 162 transmit the detected position information to the position information selector 165. The position information selector 165 transmits the current position of the carriage 111 detected by the optical encoder 161 to the control deviation calculator 181.

  The control deviation calculator 181 calculates the control deviation information e (t) by calculating the position control command output from the position commander 131, that is, the difference between the target position of the carriage 111 and the received position. The control deviation calculator 181 generates a control deviation information exchange signal so as to output the control deviation information e (t) from the control deviation information selector 184 to the position controllers 191 and 192, and the control deviation information and the control deviation information exchange signal. Is transmitted to the control deviation information selector 184.

式（１）において、Ｔ_Ｉは積分時間、ｔは時間、τは積分を行う時間区間をそれぞれ表している。 The position controllers 191 and 192 perform PID control. The proportional gains 512 and 522 are input to integration calculators 514 and 524 and differentiation calculators 515 and 525, respectively. The integral calculators 514 and 524 perform the calculation of the following formula (1).

In Expression (1), T _I represents an integration time, t represents a time, and τ represents a time interval in which the integration is performed.

式（２）において、Ｔ_Ｄは微分時間を表している。式（１）、（２）で求められた結果及び比例ゲイン５１２、５２２から求めた和が符号電流制御情報ｍ_１（ｔ）、ｍ_２（ｔ）になる。ここで電流制御情報をｍ（ｔ）とすると、以下の式（３）で求められる。

式（３）において、Ｋ_Ｐは比例ゲインを表している。式（３）を用いて電流制御情報ｍ_１（ｔ）、ｍ_２（ｔ）が計算され、電流制御情報ｍ_１（ｔ）、ｍ_２（ｔ）は電流制御器１２１、１２２にそれぞれ入力される。 The differential calculators 515 and 525 calculate the following equation (2).

In the formula (2), _{T D} represents the derivative time. The sum obtained from the results obtained from the equations (1) and (2) and the proportional gains 512 and 522 becomes the code current control information m ₁ (t) and m ₂ (t). Here, when the current control information is m (t), the following equation (3) is obtained.

In Expression (3), K _P represents a proportional gain. Equation (3) current control information _m 1 (t) using _a calculated _m 2 (t) is, the current control information _{m 1 (t), m 2} (t) are input to the current controller 121 and 122 The

The current controllers 121 and 122 include current deviation calculators 513 and 523, current information proportional units 517 and 527, and current information integrators 518 and 528, respectively. The current information proportional devices 517 and 527 perform gain adjustment using parameters that can be arbitrarily set. The current feedback information FB ₁ and FB ₂ is information based on the drive currents of the U phase, V phase, and W phase, and is input to the current deviation calculators 513 and 523, respectively.

  A method for controlling the current controller will be described using the current controller 121. Since the current controller 122 has the same configuration as the current controller 121, the description thereof is omitted.

The current deviation calculator 513 calculates the difference between the current control information m ₁ (t) and the current feedback information FB ₁ . Based on the difference between the current control information m ₁ (t) and the current feedback information FB ₁ , the current information proportional unit 517 performs proportional calculation, and the current information integrator 518 performs integral calculation. Based on the sum of the proportional calculation result calculated by the current information proportional calculator 517 and the integral calculation result calculated by the current information integrator 518, that is, based on the current control information, the current controller 121 includes the coils 105u of each phase included in the coil unit 101, A drive current is supplied to 105v and 105w. As a result, a magnetic force is generated in the coils 105u, 105v, and 105w of each phase. The carriage 111 moves to a position where the magnetic force relationship can be balanced, that is, a stable magnetic field, by the magnetic force of the magnets 114 to 116 and the magnetic force generated in the coils 105u, 105v, and 105w of each phase.

  Control of the linear motor module according to the present embodiment will be described. 10A is a control state indicating movement of the carriages 111 and 112, FIG. 10B is a control state indicating stoppage of the carriages 111 and 112, and FIG. 10C is a state where a new carriage 113 enters. FIG. 10D shows a control state in which the carriages 111 and 113 are stopped. FIG. 11 is a flowchart showing control of the cart according to the present embodiment. FIG. 12 is a flowchart showing the cart assignment process of FIG. This will be described below with reference to FIGS. 10A to 10D show the positional relationship between the cart and the coil unit when a plurality of carts are controlled and moved, and the control state of each controller that controls the cart in time series. ing. 10A to 10D show the control state in the linear motor module 100b, and the linear motor module 100b is located adjacent to the linear motor modules 100a and 100c. In the flowchart shown in FIG. 11, the process of step S1101 is common to step S601 of FIG. 6 described in the first embodiment. Therefore, description of common parts is omitted.

  As shown in FIG. 10 (a), when the carriage 111 is located in an area that can be controlled only by the coil unit 101, the carriage 111 is controlled by a position commander 131, a position deviation calculator 181, a position controller 191, and This is performed by the current controller 121. In FIG. 10A, it is assumed that the control deviation calculator and the position command device are already assigned to the carriages 111 and 112, and the description of steps S1101 to S1103 in FIG. 11 is omitted. Moreover, since the control with respect to the trolley | bogie 111,112 is the same, only the trolley | bogie 111 is demonstrated.

  The control deviation calculator 181 calculates control deviation information e (t) that is the difference between the target position of the carriage 111 and the current position of the carriage 111 input from the position commander 131 (step S1104). In step S1104, the control deviation information selector 184 also generates a control deviation information exchange signal for selecting a position controller that controls the coil unit necessary for controlling the carriage 111.

  The control deviation calculator 181 transmits the obtained control deviation information e (t) and the generated control deviation information exchange signal to the control deviation information selector 184 (step S1105). Based on the control deviation information exchange signal, the control deviation information selector 184 selects a position controller that transmits the control deviation information obtained in step S1104, and transmits the control deviation information to the selected position controller (step S1106). . In FIG. 10A, the control deviation information selector 184 selects the position controller 191 based on the control deviation information exchange signal, and transmits the control deviation information obtained in step S1104 to the position controller 191.

The position controller 191 calculates current control information m ₁ (t) for controlling the current controller 121 based on the received control deviation information, and transmits the calculated current control information to the current controller 121 ( Step S1107). The current controller 121 supplies a current to the coil unit 101 based on the received current control information (step S1108).

  Next, as shown in FIG. 10B, the carriage 111 moves to a position that can be controlled by the two coil units 101 and 102. FIG. 10B is different from FIG. 10A in that the carriage 111 is controlled by two coil units. Therefore, description of steps S1101 to S1103 in FIG. 11 is omitted.

  The control deviation calculator 181 calculates control deviation information e (t) that is the difference between the target position of the carriage 111 and the current position of the carriage 111 input from the position commander 131, and generates a control deviation information exchange signal. (Step S1104). The control deviation information exchange signal generated in step S1104 is such a signal that the position controllers 191 and 192 are selected.

  The control deviation calculator 181 transmits the obtained control deviation information and the generated control deviation information exchange signal to the control deviation information selector 184 (step S1105). The control deviation information selector 184 selects and switches the two position controllers 191 and 192 from the position controller 191 based on the received control deviation information exchange signal, and switches the received control deviation information e (t) to two positions. The data is transmitted to the controllers 191 and 192 (step S1106).

The position controllers 191 and 192 calculate current control information m ₁ (t) and m ₂ (t) as currents to be supplied to the coil units 101 and 102 based on the received control deviation information e (t) ( Step S1107). The position controller 191 transmits the obtained current control information m ₁ (t) to the current controller 121, and the current controller 121 supplies a drive current to the coil unit 101 based on the current control information m ₁ (t). Further, the position controller 192 transmits the obtained current control information m ₂ (t) to the current controller 122, and the current controller 122 supplies a drive current to the coil unit 102 based on the current control information m ₂ (t). To do. (Step S1108). The difference between the current control information m ₁ (t) and m ₂ (t) in this control is only the value calculated by the integration calculators 514 and 524.

In this embodiment, the time interval τ in which the integration calculators 514 and 524 perform integration is shorter than the time required for the position controller 192 to stop at the stop position after starting the control of the carriage 111. Like that. Thus, at the time when the carriage 111 stops at the stop position P2, the difference between the calculated values of the two integration calculators 514 and 524 becomes sufficiently small, and the two current control information m ₁ (t) and m ₂ (t) The difference is also sufficiently small.

Based on the current control information m ₁ (t) and m ₂ (t), the current controllers 121 and 122 drive the two coil units 101 and 102 with substantially equal drive currents. Accordingly, the carriage 111 can be stopped at a position P2 that is a boundary position between the two coil units 101 and 102 with high accuracy in a short time.

It is desirable that the current control information m ₁ (t) and m ₂ (t) have the same value, but the same is applicable if the two position controllers are controlled based on one control deviation information e (t). Even if the value is not a value, the carriage can be stopped with high accuracy in a short time at the boundary position between the two coil units. In addition, if the configuration is such that two position controllers are controlled based on one control deviation information e (t), the PID control parameters of each position controller can be finely adjusted. Control corresponding to individual differences due to mounting accuracy is possible.

  In FIG. 10C, a new carriage 113 enters the control range of the coil unit 101 and the carriage 112 is discharged from the linear motor module 100b, compared to FIGS. 10A and 10B. The point is different. Therefore, description of common parts is omitted. First, the approach of the carriage 113 will be described below.

  The optical encoder 161 detects the position of the carriage 113 (step S1101). The position information of the carriage 113 detected by the optical encoder 161 is input to the controller controller 170 via the position information selector 165. Next, the controller controller 170 determines whether or not the carriage 113 detected by the optical encoder 161 is a new carriage (step S1102). The controller controller 170 determines that the carriage 113 is a new carriage that has entered the linear motor module 100b (step S1102: Yes), and performs assignment processing of the carriage 113 (step S1103).

  As shown in FIG. 12, the controller controller 170 determines whether the control deviation calculator 181 is controlling the carriage or is in a resting state (step S1201). When the control deviation calculator 181 is in a rest state (step S1201: Yes), the controller controller 170 assigns the carriage detected by the optical encoder 161 to the control deviation calculator 181 (step S1202). Then, the controller controller 170 transmits the assigned information to the control deviation calculator 181 as an allocation signal.

  When the control deviation calculator 181 is controlling the carriage (step S1201: No), the controller controller 170 determines whether the control deviation calculator 182 is controlling the carriage or is in a rest state (step S1203). . When the control deviation calculator 182 is in a pause state (step S1203: Yes), the controller controller 170 assigns the carriage detected by the optical encoder 161 to the control deviation calculator 182 (step S1204). Then, the controller controller 170 transmits the assigned information to the control deviation calculator 182 as an allocation signal.

  When the control deviation calculator 182 is controlling the carriage (step S1203: No), the controller controller 170 determines whether the control deviation calculator 183 is controlling the carriage or is in a rest state (step S1205). . When the control deviation calculator 183 is in a pause state (step S1205: Yes), the controller controller 170 assigns the carriage detected by the optical encoder 161 to the control deviation calculator 183 (step S1206). Then, the controller controller 170 transmits the assigned information to the control deviation calculator 183 as an allocation signal.

  On the other hand, when the control deviation calculator 183 is controlling the carriage (step S1205: No), there is no control deviation calculator to which the carriage detected by the optical encoder 161 can be assigned. Therefore, the controller controller 170 transmits error information to the operation controller 20 (step S1207). In FIG. 10C, since the control deviation calculator 183 is in a pause state, the controller controller 170 assigns the control deviation calculator 183 to the control of the carriage 113. In addition, about the cart 113 which newly entered, since the process after step S1104 of FIG. 11 is common with the process demonstrated in FIG. 10 (a), (b), description is abbreviate | omitted.

  The carriage 112 shown in FIG. 10C moves to the linear motor module 100c adjacent to the linear motor module 100b by a series of processes shown in FIG. The control deviation calculator 182 transmits to the controller controller 170 control state information indicating that the vehicle is in a dormant state without a control target carriage.

  The carriages 111 and 113 in FIG. 10D are controlled as described in FIGS. 10A and 10B according to the respective positions. As shown in FIGS. 10A to 10D, the control deviation information e transmitted by one control deviation calculator until the cart that has entered the linear motor module 100b is discharged out of the control range of the linear motor module 100b. Continue to control by (t).

  Thus, in this embodiment, the control deviation information selector 184 selects and switches one or more position controllers that input one control deviation information based on the control deviation information exchange signal. Thereby, the control deviation information selector 184 can select and switch one or more position controllers as input destinations of the control deviation information for the plurality of control deviation information. When a plurality of position controllers are selected by the control deviation information selector 184, each position controller calculates current control information m (t) based on one control deviation information e (t), and each current controller Send to. Since each current controller supplies a drive current to the corresponding coil unit based on the current control information m (t), the same effect as in the first embodiment can be obtained. In addition, since the controller controller 170 assigns newly entered carts to the plurality of control deviation calculators 181 to 183, even if a plurality of carts are arranged at high density, each cart is moved at a high speed and high It can be stopped with accuracy. Note that the PID control of the position controller and the control method of the current controller described in this embodiment are examples, and the control method is not limited.

[Third embodiment]
An article manufacturing system 800 according to a third embodiment of the present invention will be described with reference to FIG. The article manufacturing system 800 includes a linear motor control system 1 according to the first embodiment, process devices 810 and 811, and a process controller 820, and the linear motor control system 1 includes a workpiece 801 between the process devices 810 and 811. Transport. Here, the articles are, for example, toner cartridges for inkjet printers and copiers, camera parts, semiconductor products, and the like. The process controller 820 collects process information of the process apparatuses 810 and 811 and generates a carriage transport process. Note that the number of the process apparatuses 810 and 811 is not limited to this.

  A method for manufacturing an article by the manufacturing system 800 will be described. The operation controller 20 transmits a group transport command to the motor controller 130 at the same time, and the motor controller 130 receives the group transport command. In response, the motor controller 130 calculates control deviation information based on the target position information of the bogie received in advance from the operation controller 20 for the bogie that is in or has entered the linear motor module in charge. . Then, the motor controller 130 calculates current control information based on the deviation information, and generates a current control information exchange signal. A current information selector (not shown) switches one or a plurality of current controllers based on the current control information exchange signal, and the switched current controller supplies a drive current to the coil unit based on the received current control information. Thereby, the carriage 111 on the conveyance path 830 is conveyed toward the first and second process apparatuses 810 and 811. The workpiece 801 is gripped and placed on the carriage 111, and the process devices 810 and 811 to which the carriage 111 has been conveyed perform a predetermined process on the workpiece 801.

  For example, when the article to be manufactured is a toner cartridge of an ink jet printer, the workpiece 801 is a cartridge for containing toner powder. Then, the process device 810 performs a step of feeding the color ink toner powder to the workpiece 801, and the process device 811 performs a step of feeding the black ink toner powder to the workpiece 801. Finally, an ink cartridge product is manufactured as the article 802.

  As described above, the article manufacturing system according to the present embodiment can manufacture articles with the advantages of the linear motor control system according to the first embodiment. As a result, the manufacturing efficiency of the articles can be improved, and the manufacturing cost can be increased. Leading to a reduction in The article manufacturing system according to the present embodiment is also applicable to the linear motor control system according to the second embodiment.

Although the description of the embodiment has been completed above, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the gist of the present invention.
For example, in the first and second embodiments, the linear motor modules 10a to 10N include four coil units 101 to 104. However, the linear motor modules 10a to 10N include two or more coil units and two or more motor controllers. Any motor module may be used. By setting it as such a structure, since each motor controller is allocated for every trolley | bogie which approachs a linear motor module, a trolley | bogie can be stopped accurately also at the boundary of a coil unit.

  In each of the above embodiments, a three-phase linear motor is used. However, the three-phase linear motor is not limited to the three-phase linear motor. Further, the number of magnets 114 to 116 is not limited to three.

  Moreover, in the said 1st and 2nd Example, although the coil units 101-104 are connected in series, arrangement | positioning of a coil unit is not restricted to this, For example, arrangement | positioning as shown to Fig.13 (a), (b) It may be. FIG. 13A is a top view of the linear motor module, and FIG. 13B is a cross-sectional view taken along line XIII-XIII. As shown in FIG. 13 (a), a T-shaped arrangement in which two sets of coil units 101a to 103a and 101b to 103b are arranged so as to sandwich the magnets 114 to 116 of the carriage 901 may be used.

  When such coil units 101 a to 103 a and 101 b to 103 b are provided, the carriage 903 includes a magnet bracket 902, magnets 114 to 116, four moving blocks 903, and a scale 205. The moving block 903 and the two rails 201 and 201 constitute a linear guide. When the coil units are arranged in a T shape, the two coil units 101a and 101b facing each other are arranged such that a plurality of coils 105 forming each phase are connected in series. The same applies to the opposing coil units 102a and 102b and 103a and 103b.

1 Linear Motor Control System 10a-10N, 100a-100N Linear Motor Module (Linear Motor Control Device)
101-104 Coil unit 111-113 Car 121-124 Current controller (current control means)
125 Current information selector (switching means)
132, 142, 152, 181 to 183 Control deviation calculator (deviation calculation means)
133, 143, 153, 191 to 194 Position controller (position control means)
161-164 Optical encoder (position detection means)
184 Control deviation information selector (switching means)

Claims (7)

A plurality of coil units arranged in series;
A plurality of position detecting means for detecting positions of a plurality of carriages moving across the plurality of coil units;
A plurality of deviation calculating means for calculating deviation information which is a difference between the position of the detected carriage and the target position;
A plurality of position control means for calculating a current control signal based on the deviation information;
A plurality of current control means for supplying a drive current to the plurality of coil units based on the current control signal;
A linear motor control device comprising: switching means for switching the position control means to which the deviation information is transmitted, or switching means for switching the current control means to which the current control signal is transmitted.   The current control means is a drive current supplied to the coil unit where the carriage is located based on the deviation information calculated by the same deviation calculation means while the carriage moves across the plurality of coil units. The linear motor control device according to claim 1, wherein the linear motor control device is controlled.   3. The linear motor control according to claim 1, further comprising: an allocating unit that allocates a deviation calculating unit that does not calculate the deviation information among the plurality of deviation calculating units to the carriage that enters the plurality of coil units. apparatus.   The linear motor control device according to claim 3, further comprising a selection unit that transmits a position of the carriage detected by the position detection unit to a deviation calculation unit assigned to the carriage. A plurality of coil units arranged in series;
A plurality of position detecting means for detecting positions of a plurality of carriages moving across the plurality of coil units;
A plurality of deviation calculating means for calculating deviation information which is a difference between the position of the detected carriage and the target position;
A plurality of position control means for calculating a current control signal based on the deviation information;
A plurality of current control means for supplying a drive current to the plurality of coil units based on the current control signal;
Switching the position control means for transmitting the deviation information, or switching means for switching the current control means for transmitting the current control signal;
Operation control means for controlling the operation of the carriage by transmitting the target position used by the deviation calculating means;
A linear motor control system. Detecting the position of a plurality of carriages moving across a plurality of coil units;
Calculating deviation information which is a difference between the detected position of the carriage and the target position by the position control means;
Calculating a current control signal by a position control means based on the deviation information;
Supplying a drive current from the current control means to the plurality of coil units based on the current control signal;
Switching the position control means for transmitting the deviation information, or switching the current control means for transmitting the current control signal;
A linear motor control method. A method for manufacturing an article using a carriage controlled by the linear motor control method according to claim 6,
An article manufacturing method including a step of manufacturing an article by performing a predetermined process on the article placed on the carriage.

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